Vehicle brake and propulsion control



c. M` HINEs 2,337,717

.VEHICLE BRAKE AND PROPULSlON CONTROL Filed Nov. 29, 1941 4 Sheets-Sheet l Dec, 28, 1943.

Dec. 28, 1943. c, M. HINES VEHICLE BRAKE AND PROPULSION CONTROL Filed Nov. 29, 1941 4 Sheets-Sheet 2 m @VH Dec. 28, i1943.y

c. M. HINES 2,337,717

VEHICLE BRAKE AND PROPULSION CONTROL Filed Nov.. 29, 1941 fig 4 sheets-sheet s Power' Jupp/@Jahn Mag. l/o/Ve Jl/ Mai/7 P635.

INVENTOR I ggaudQMHL-n ATTORN EY Dec. 28, 1943. c. M` HlNEs VEHICLE BRAKE AND PROPULSION CONTROL 4 Sheets-Sheet 4 Filed Nov. 29, 1941 fig. 5

S m m y 0 H FD, L. Il ,ww wmf n@ C @PU/fe Cy/indem Y INVENTQR` Claude M filmes i qc-LM ATTORNEY Patented Dec. 28.11943 VEHICLE BRAKE AND PRPULSION CONTROL lClaude M. Hines, Pittsburgh, Pa., assignor to The Westinghouse Air Bra'ke Company, Wilmerding Pa., a corporation of Pennsylvania Application November 29, 1941, Serial No. 420,910

36 Claims. (Cl. 290-17) This .invention relates to brake and propulsion control apparatus for vehicles such as' railway cars and trains of the Diesel-electric type.`

The usual Diesel-electric equipment comprises one or more Diesel engines each of which drives a main generator which in turn supplies current to a plurality of traction or propulsion motors which drive corresponding Wheel units. The usual method of controlling the speed of the propulsion motors is to provide a s'o-called transition relay .which is in eiect a voltage-responsive relay responsive to the voltage delivered by the main generator. gether with associated apparatus automatically effects the lnecessary changes in the connections tothe propulsion motors from a` ls eries Yconnection to a parallel lconnection and then to a reduced field connection as the Vspeed, of travel Vofthe vehicle increases.

' It is' an object of my present invention to pro- The transition relay to-v vention which will bemade apparent hereinafter are .attained in several embodiments of my invention hereinafter to be described and shown are connectedor associated withcorresponding vdriving wheels,

Figures 2 and 3, taken together, are a dia-v A grammatic view of a control system for an individe a novel type of propulsion control appara- It is another object of my invention to pro? vide a combined propulsion. and brake control system for vehicles of the Diesel-electric type wherein the 'propulsion control correspondsA to that indicated in the foregoing object 'and wherein the brakes including the propulsion motors effective as dynamic brakes and the fluid f-pressure operated brakes are controlled by the 'same speed-responsive mechanism` effective in.

" the propulsion control system.

Itis another object of my invention to provide a combined propulsion and brake control sys-'- tempi the type indicated in the foregoing object wherein the degree of application of the dynamic brakes is automatically controlled according to the speed of the vehicle and/or wherein the application of the fluid pressure` operated brakes is controlled jointly according to the speed of the vehicle and the degree ofl application of the dynamic brakes.

It is a' further object of Amy invention to pro'- vide in apropulsion control system of the type indicated in the foregoing objects a novel arrangement for guarding againstdamage'to the l .driving wheels due to slipping thereof as a result of excessive propulsion torque exerted thereon. l i

The above libjectsv and other objects'of my in vidual- Diesel-'electric power plant embodying my invention, and

Figures 4 and 5, taken together, are a diagrammatic view of a modiiied control system for apDiesel-electric power plant embodying my invention. 1

DESCRIPTION (a) In general Referring to Figure. l, there is illustratively shown a typical Diesel-electric locomotive installation comprising two cars or units designated A and B, respectively, each unit having two wheel trucks at opposite ends thereof. Each wheel truck has three pairs of wheel units, the

motors is provided comprising a- Diesel-engine and a generator driven thereby. As will be apparent in the drawings the power plant for motor No. 1 and No. 2 comprises an engine No. 1 and generator No.' 1. The power plant for motors No. 3 and No. 4 comprises engine No. 2 and generator No. 2. The power plant for motors No; 5 and'NoLlG comprises engine No. 3 and generator No. 3. The power plant-for motors No. 'I and No. 8 comprises engine No. 4 and generator No. 4.

The power plant and motors for each wheel. truck have similar control apparatus that shown in Figures 2 and 3 being representative of all but specifically for engine No. 1, generator No. 1 and mo-tors No.1 and No. 2.

As willy be described hereinafter in connection with Figures 2 and 3, all of the engines. that is engines Nos. l, 2, 3, and 4, are controlled by the operator from a control station II and the A unit by means of a throttle control switch designated TCS.

According to my invention, the leading and trailing wheel unit of each wheel truck has a direct-current generator associated therewith in a. manner to provide a-voltage substantially proportional to the rotational speed of the wheel unit. One of such generators, namely that for the trailing wheel unit, is designated the speed governor and wheel-slip generator and the other generator for each wheel truck is designated simply a wheel-slip generator. Thus on the A unit, a speed governor and wheelslip generator No.- 1 is associated with the trailing wheel unit and a wheel-slip generator No. 2 is associated with the leading wheel unit. In a similar manner the other truck of the A unit is provided with a speed governor and wheel-slip generator No. 3 in association with the trailing wheel unit and a wheel-slip generator No. 4 in association with the leading wheel unit. I

. The wheel units of the B unit are similarly provided with speed governor and wheel-slip or wheel-slip generators designated generators Nos. 5, 6, 7, and 8.

The governor and wheel-slip generators No. 1 to No. 8 may be mounted in any suitable manner and arranged to be driven according to the rotation of the corresponding wheel unit in any suitable manner. For simplicity these governor and wheel-slip generators are diagrammatically shown as associated directly with the axles of the wheel units and it will be assumed that they are driven either directly or through suital'ale gearing by rotation of the axle ot the wheel unit.

The function of the various governor and wheel-slip generators Nos. 1 to 8 will be made clear in connection with the subsequent description of the control equipment shownvin Figures 2 and 3.

(e). Promaster mitral apparatus In Figures 2 and 3, I have shown in-simplified diagrammatic form the essential parts of the control system which I have devised for controlling the propulsion motors during propulsion and during braking as well as for controlling the uid pressure operated brakes during braking. I have trol through a cable I3 leading to various electroresponsive devices for controlling the supply of fuel to the various engines in accordance with the displacement of the operating handle l2 in a clockwise direction out of the idle position in which it is shown. Since the particular mechanism and apparatus whereby the throttle conpurposely omitted various details which are necessary in the actual installation and operation of the appart'us. For example, I have omitted commutating and starting eld windings for the main generator designated generator No'.1 but it will be understood however that suchv windings are intended to be provided in the actual installation. The starting ileld winding and associl ated control is necessary in order to initially V tle control switch TCS comprises an operating handle I2 which is amxed to the shaft of a rotary contact drum and which is effective to rotate the drum to different control positions. The control drum of the throttle control switch is adapted to establish suitable electrical control switch controls the supply of fuel to the engines Nos. 1, 2, 3, and 4 is not a part of my vention, it hasy been omitted from the draw- 'I'he throttle control switch TCS is effective when operated out of the idle position thereof to initiate operation of the propulsion motors, namely motor No. l and motor No. 2. and for this purpose it is provided with a switch device which is opened when the handle I2 is in the idle position but which is closed in all other advanced positions of the handle. This switch device is diagrammatically shown ln Figure 3 as comprising a pair of arcuate concentrically arranged insulated contact segments I4 and I5 carried by the casing of the throttle control switch and adapted to be bridged by a contact I6, carried in insulated relation on the operating handle I2, whenever the handle I2 is advanced in a clock wise direction out of itsidle position.

Generator No. 1, which is driven by Diesel engine No. 1, comprises an armature winding MGI and a separately excited shunt eld winding GF.

The circuit of energizing the field winding GF is under the control of a relay GFS which in turn is under the control of the switch device of throttle control switch TCS. In order for the throttle control switch TCS to control the relayGFS for each power plant associated with each wheel truck, a multiple unit type ol control is provided including three train wires I8, I9. and 20, hereinafter respectively referred to as the positive battery wire, the negative battery wire, and the throttle control wire. These wires extend throughout both the A unit and the B unit in the usual manner of train wires. The positive battery wire I8 and the negative battery wire I9 are connected respectively to the positive and negative terminals of a suitable source of direct-current voltage, such as a storage battery I0 which is maintained charged by a suitable battery charging apparatus not shown. It desired, a plurality o f batteries corresponding to the battery Il) may be provided, one for each power plant, the positive and negative terminals of each battery being connected to the positive and negative trainwires I8 and I9 respectively.

The arcuate contact segment I5 of the switch device associated with the throttle control switch TCS is connected by a wire l2l to the positive battery wire I8 while the contact segment Il is connected by a wire 22 to the throttle control `wire 20. One terminal of the winding of each relay GFS is connected by a wire 24 to the throttle control wire 20 and the terminal is connected by a wire 25 to the negative battery wire i9.

It will thus be apparent that the circuit for energizing the winding of the relays GFS is interrupted with the handle of the throttle control switch TCS in its idle position and is closed whenever the operating handle I2 oi' the throttle control switch TCS is advanced out of its idle position.

Relay GFS has two iront contacts a and b and two transfer contacts c and d. The front contacts a and b1 are in their dropped-out or open position when the winding oi the relay is deen- -single back contact of a relay 28.

p of the relay.

The transfer contacts c and d act as back contacts when the winding of the relay is deenergized and as front contacts when the relay is energized.

The contact a of relay GFS is effective in its picked-up position to establish a circuit for energizing the winding GF of generator No. 1. The circuit for the iield winding GF includes a resistor 2`| which is normally shunted by the The relay 28 is controlled lin response to the slipping of either the leading or the trailing wheel units f the truck in the manner hereinafter to be speciiically described and is effective upon slipping to remove the shunt from around the resistor 21, thereby increasing the resistance in the circuit of the iield winding GF and correspondingly reducing the voltage delivered by the generator.

Contact b of the relay GFS controls the windfing of a relay GS. The relay GS has two contacts a and b which respectively control the connectiones of two bus wires 30 and 3| to the positive and negative terminals of the armature winding MGI of generator No. 1.

armature and iield windings of motor No. 1 and motor No. 2 in parallel relation across the bus wires 30 and 3|. V

The relay S'has a front contact a and a back picked-up the circuit for connecting the armature and iield windings of motor No. 1 and motor No. 2 in parallel relation across the bus wires 30 and 3| is established. 'I'his circuit extends from the positive terminal of the armature winding MGI of generator No. 1, through contact a of relay GS to bus wire 30 where the circuit divides into two branches, the one branch extending by way of contact a of relay PI, armacontactb. With the contacts a and b of relay GS in their picked-up or closed positions the circuit whereby the motor No. 1 andmoi'orNo. 2 are connected in series relation across the terminals of the generator No. 1 may be traced from -the positive or left-hand terminal of the armature winding MGI of generator No. 1, contact a of relay GS, bus wirev 30, wire 33,',iield winding.

mf armature winding MI, a wire 3l including vcontacta of relay S, armature winding M2, field winding mi2. bus wire 3|, contact b of relayv GS to the negative or righthand terminal of the armature winding MGI.

The back contact b of relay S is an interlock contact in the circuit of the winding of the relay P2 for preventing energization of the winding of this relay when the relay S is picked up.

. The relay PI has two front contacts a and b and a back contact c. The relayP2 has a single front contacta.

Back contact c of relay P| is an interlock contact in the circuit'of the winding of the relay S and is effective upon pick-up to interrupt the 'circuit for energizing the winding of the relay S to cause drop-out thereof.

Frontcontact b of relay P| is eiiective jointlywith the back contact b ofv relay S to control the circuit for .energizing the winding of the relay P2. It will thus be apparent that when the winding of the relay PI is energized, the winding of the relay S is first deenergized and then the winding of the relay P2 is energized.

With the 'contacts of both relays PI and P2 ture winding winding M2, iield winding mf2 to the bus wire 3| and thence to the negative terminal of the armature winding MGI of the generator No. 1 and the other branch extending by way of wire 33, eld winding mf armature winding MI and a wire 35 including contact a of relay P2 to the bus wire 3| and thence to the negative terminal of armature winding MGI.

Associated with the motor field winding mil is a shunting resistor fr and a. shunting contactor fsl. 'I'he contactor fsl has a single front contact which is eilective when actuated to its picked-up or closed position in response to energization of the winding of the contactor to con.

nect the shunting resistor fr in shunt relation to the winding mfl.

In a similarmanner a shunting contactor fs2 is provided having a single front contact is errective when actuated to its picked-up or closed position in response to energization of the winding of the contactor to connect a shunting resistor fr in parallel with the eld winding mf2 of motor No. 2.

When the eld windings mfl and mi2 are shunted by the corresponding resistors fr, the

excitation of the winding is diminished and the current through the armature winding correspondingly increased to eiect a corresponding increase in the speed of the motor in well known manner. y

Relays S, PI and P2 and the contactors fsl and 'fs2 are suitably controlled, in the manner presently to be described, so as to cause sequential connection of the motor4 No. 1 and motor No. 2 in series, then in parallel' and ilnallyvwith the field winding shunted as the speed of the vehicle increases.

The speed control apparatus for controlling relays S, P| and'PZ and contactors Isl and fs2 com- .prises the hereinbefore referred to speed governor and wheel-slipgenerator No. 1, two voltageresponsive relays of the unidirectional type design nated LS and HS, and two repeater relays LSR and HSR` respectively controlled by the relays LS and HS.

The speed governor generator No. 1 preferably has a permanent magnet field core not requiring any shunt iield winding. The rotary armature GI has a voltage generated therein substantially .proportional to the rotational speed of the corresponding wheel unit. The terminals oi the generator armature GI are automatically and selectively connected to a 'pair of bus wires 4| and 42 in accordance with the direction of rotation of the corresponding wheel unit under the control oi' a reversing relay RR of the polarized type.

The reversing relay RR has twotransfer conltacts a and b. These contacts are actuated` to their lower positions in which they are shown in -response to flow of current through the winding of the relay RR in one direction and maintained therein once actuated thereto until the direction 'of ow of current through the windings reverses. Upon reversal of the current through the windings oi the relay RR, the contacts a and b are actuated to their raised positions and thereafter maintained therein independently of subsequent deenergization of the winding until the direction of the ow of current through the windings is subsequently reversed.

The circuit for energizing the winding of the reversing relay RR will be traced hereinafter, but it may here be noted that when the vehicle or train is traveling in a forward direction the polarity of the terminals of the armature GI is such as to cause the contacts a and b of the reversing relay RR to be actuated to the lower position in which they are shown. Upon reverse travel of the vehicle, the polarity at the terminals of the generator armature GI reverses and the contacts a and b of the relay RR are "correspondingly actuated to their raised position.

It will thus be seen that notwithstanding a reversal in the direction of rotation of the wheels driving the armature GI, the reversing relay RR automatically maintains a. constant polarity of the bus wires 4l and 42. For purposes 0f the present invention it will be assumed that the bus wire 4| is always of positive polarity whereas the 'bus wire 42 is always of negative polarity.

Each of the so-called speed relays LS and HS comprises an upper winding a and a lower winding b and a single front contact c.

The winding a of the relay LS is arranged to be connected across the bus wires 4I and 42 alternatively in series with either of two resistors LRB or LRA in the dropped-out and picked-up positions, respectively, of the transfer contact d of the relay GFS.

In a similar manner, the winding a of the relay HS is arranged to be connected across the bus wires 4I and 42 in series relation alternatively with a resistor HRB or a resistor HRA in the dropped-out and picked-up positions, respectively, of the transfer contact c of the relay GFS.

The resistors LRA, LRB, HRA, and HRB are provided for the purpose of causing the speed relays LS and HS to be picked-up in response to diierent voltages corresponding to diierent speeds of travel of the vehicle and each of the resistors is of correspondingly different value because the windings 'of the relays are identical in design.

Resistor LRB is adjustable so as to provide such,

a resistance as to cause the contact c of relay LS to be picked-up during braking whenever the voltage delivered by the speed governor generator No. 1 is above a certain value corresponding to a certain vehicle speed, such as twenty miles per hour.

Resistor RHB is adjusted, to provide such a resistance as to cause the contact c of the relay HS to be actuated to its picked-up position during braking whenever the voltage delivered by speed governor generator No. 1 is above a cer.. tain value corresponding to a certain speed o1 travel of the vehicle, such as thirty-ve miles per hour.

Resistor LRA is adjustedto provide such aresistance as to cause pick-up of the contact c of relay LS during propulsion whenever the voltage supplied by the speed governor generator. No. 1

responding to a speed of travel of the vehicle of, for example, eighty miles per hour.

It will thus be apparent that relay LS is picked up during a brake application as long as the speed of the vehicle exceeds twenty miles per hour whereas it is picked-up only when the speed of the vehicle increases above thirty-five miles per hour during propulsion of the vehicle. It will also be apparent that relay HS is picked-up as long as the speed of the vehicle exceeds thirtyfive miles per hour during a brake application whereas it is picked-up only when the speed of the vehicle increases above eighty miles per hour during propulsion of the vehicle.

The repeater relays LSR and HSR are similar to the relays LS and HS. The relay LSR has an upper winding a, a lower winding b, three back contacts c, d, and e, and two front contacts j and g. The relay HSR has anupper winding a, a lower winding b, three back contacts, c, d, and e and one front contact f.

Contact b of relay LS is effective when actuated to its picked-up or closed position to connect the upper winding a of the repeater relay LSR across two bus wires 58 and 59, which are connected respectively to bus wires 48 and 49 that are, in turn, connected to the positive battery wire I8 and the negative battery wire i9 respectively. It will thus be seen that the winding a of the relay LSR is energized whenever the contact b of the relay LS is actuated to its picked-up position.

In a similar manner, the contact c or relay HS is effective when actuated to its picked-up or closed position to connect the winding a of relay HSR across the bus wires 58 and 59 to cause energization thereof.

The lower winding b of the relay LS and the lower winding b of the relay LSR are connected in series in a loop circuit. In a similar manner the lower winding b of relay HS and the lower winding b of the relay HSR are'elso connected in series in a loop circuit.

I'he purpose of the loop circuit connecting the windings b of these relays is to insure positive pick-up and positive drop-out operation of the contacts c of relays LS and HS.

The connections between the winding b of each of the relays LSvand HS and the corresponding winding b oi relays LSR and HSR are such that whenever the winding a of either of the relays LSR and HSR is energized in response to pickup of the contact of the corresponding relay LS and HS, a momentary voltage is induced in the winding b of the relays LSR and HSR which is of such polarity as to cause a flow current in the corresponding loop circuit and the winding b of the corresponding relay LS and HS in a direction to assist the winding a thereof inpickng-up the contact of the contact of therelay, thereby causing positive operation and preventing a fluttering thereof,

Conversely, when the contact c of either relay LS or HS is restored to its dropped-out vor open position effecting deenergization of the winding aof corresponding relay LSR and HSR, a voltage is momentarily induced in the lower winding'b ve miles per hour.

Resistor HRA is adjusted to provide such a resistance as to cause pick-up of the contact c of the relay HS during propulsion whenever the voltage delivered by the speed governor generator No. 1 increases above a certain value corof relay LSR and HSR which is of such polarity as to cause a flow of current ln the opposite direction to oppose the effect of the current energizing the winding a. By opposing the effect of the winding a, the momentary energization of the winding h of the relays LS'and HS is effective to cause the positive drop-out of the contact of the Y relays LS and HS, thereby preventing a fluttering l:asie'a'n'r 5 of tle contact and a consequent burning thereoi. As is Awell known, it requires a greater current to cause the contacts of a relay to be initially picked-up than to maintain the contacts pickedup due to the fact that the reluctance of the magnetic flux path in the core of the relay is reduced whenever the armature is picked-up. In order, therefore, to cause the speed relays IS and HS to be ypicked-up and dropped-'out substantially at the same speed, whether increasing or decreasing, a'portion of resistors LRA andv LRB is normally shunted by the back contacts d i and e respectively of the repeater relay ISR.

These shunt connections are opened in response to the pick-up of the contacts d and e of the relay LSR, thereby to cause the insertion of additional resistance in circuit with the winding a of the relay LS. Thus the contact c of the relayLS is picked-up at a. certain voltage delivered to the bus wires 4I and 42' and dropped-out at substantially the same voltage the voltage being diiierent depending upon whether resistor LRA-or resistor LRB is effective.

substantially proportional to the speed of the vehicle, it will be seen that the relay LS is pickedup and dropped-out at either of tw'o different speeds, whetlier'thev speed of the vehicle is increasing or decreasing, depending upon which of the two resistors LRA and LRB is eiective.

In a similar manner, the back contacts c and d of the repeater relay HSR normally shunt a por-` tion of resistors HRA and HRB respectively, each shunt connection being opened to cause their/isertion "of additional resistance in circuit with the winding a of the relay HS in response to the the relays LS and HS are picked-up,.the relays are automatically conditioned so as to drop-out at substantially the same speed at which they were picked-up..

It should be understood that the above-described arrangement for insuring pick-up and drop-out of the speed relays LS and HS at the same speed, whether the speed of the vehicle is increasing or decreasing, as well as the arrangement for causing the positive pick-up'and dropout of the contacts of the relays LS and HS, are not in themselves my invention, being disclosed and claimed in Patent. No. 2,257,311 to Andrew J. Sorensen.

Contact c ofthe relay LSR is connected in series relation with the windings of the reversing relay RR in a wire 50 connected across the ter- In view of the fact' that the voltage on the bus wires 4i and 42 is 2 OCOIII'S.

minals of the armature windingGI of speed governor generator No. 1. In view of the fact, as previously pointed out, -thatzthe lcontacts of the reversing relay `RR remain in a position corresponding to the direction of flow of current through the windings last energizing the windings until the direction of flow of current is reversed, it will beapparent that it is unnecessary to maintain the windings of the reversing relay RR ener- .'gized continuously since they constitute an additional load on the governor generator No. 1. Accordingly since the contact c of the relay LSR is actuated to its picked-up or open position at a speed in excess of thirty-live miles per hour during propulsion of the vehicle, it will be seen that the winding of the relay RR is ordinarily normally deenergized after the relay is conditional in accordance with the direction of rotation of the vehicle wheels, Since the relay LSR of the relays are not actuated to their picked-up does not drop out until the speed of the vehicle decreases below twenty miles per hour during a brake application, it willlbe apparent that the circuit for energizing the windings of the relay RR is maintained correspondingly open when the vehicle is being brought to a stop in response to a brake application.

Contact f of relay LSR is effective to control energization and deenergization of the windings of they relays PI and P2 in the manner hereinafter to lbe described.

Contact f of the relay HSR is effective jointly with the contact f of therelay LSR to control the contactors fsI and fs2 in the manner to be .hereinafter specifically described.

(ci. Wheel-slipy control apparatus or to the reduced iield connection. Such changes in the connectfons of motor No. 1 and mtor No. 2 are undesirable and accordingly two: wheel-slip relays WSI and WS2 are provided for interrupting the energihing circuit for thewinding a of` the speed relays IS and HS whenever-slipping of the wheels driven by motor No.1 or motor No.

lThe wheel-slip relays WSI and WS2 are of the unidirectional type, that is they are operative to a picked-up position only in response to a current in one direction through the winding thereof exceeding a certain value. -Each of these relays comprises a winding a, a back contact b and a. front contact c.

The windrng a. of the relay WSI is connected in series with a condenser CI across the bus wires 4Iand42.

The winding a of the relay WS2 is connected in series with a condenser C2 across a pair of bus wires IIa and 42a which are, in turn, connected to the'terminals of the armature winding G2 of wheel-slip generator No. 2 under the control of e transfer contacts c and d of the reversing re- The arrangement of the windings of the relays WSI and WS2 with the corresponding condensers CI and C2 is such that the current'suppiied to charge the condensers in Vresponse to an increasing voltage supplied by the governor and wheel-slip generator No. 1 and wheel-slip generator N o. 2'corresponds substantially-to the rate of acceleration of the correspond-ing vehiclewheels. l Theconnections of the windings a of the relays WSI and WS2 are such that the current supplied to charge the condensers associated therewith is in the proper direction to cause pick-upof the contacts of the relays. Moreover, the windings are so designed that unless the current supplied 'to charge the condensers exceedsa certain value, corresponding to a certain rate o1' acceleration of the vehicle wheels occurring only when the wheels slip, the contacts position.

Conversely, when the voltage delivered by the -governor and wheel-slip generators vNo. 1 and No. 2 decreases in response to the reduction in rotational speed of the corresponding vehicle wheels, current is discharged from the condensers through the windings of the relays WSI and WS2 in a reverse direction. Since the direction of flow of current discharged from the condensers is opposite to that required to cause pickup of the contacts of the relays, the contacts of the relays remain in their dropped-out position or are restored to their dropped-out posi-- tion whenever the voltage delivered bythe governor and wheel-slipgenerators No. 1 and No. 2 decreases in response to the deceleration of the vehicle wheels corresponding thereto.

It will be apparent that due to the fact that the polarity of the voltage impressed on the bus wires 4I and 42 as well as on the bus wires 4Ia and 42a remain constant notwithstanding a reversal of polarity of the voltage supplied by the governor and wheel-slip generators No. 1 and No. 2 due to the reversal in the direction of rotation of the corresponding vehicle wheels, the wheelslip relays WSI and WS2 operate in the same manner for either direction of rotation of the vehicle wheels.

The back contacts b of the two relays WSI and WS2 are connected in series relation in the bus wire 4I. Accordingly, whenever either of the relays is picked-up in response to slipping of the corresponding vehicle wheels, the circuit for energizing the upper windings a of the speed relays LS and HS is interrupted and consequently the contacts of these relays are restored to their dropped-out position which, in turn, results in the restoration of the contacts of the corresponding repeater relays LSR and HSR to their dropped-out positions.

Obviously, if neither of the relays LS or HS is picked-up, then the pick-up of either of the wheel-slip relays WSI and WS2 is effective to prevent pick-up of these relays in response to the increasing voltage delivered by the speed governor generator No. 1.

The back contacts c of the wheel-slip relays WSI and WS2 'are severally effective to control the winding of the eld shunting relay 28 and an indicating lamp 45. This circuit may be traced from the branch wire 48 of the positive battery wire I8, in parallel through the two contacts c of the relays WSI and WS2 to a wire 46,

thence in parallel through the indicating lamp 45 and the winding of the relay 28 to the branch vire 48 of the negative battery wire I9.

Accordingly, as long as either of the wheelslip relays WSI or WS2 is picked-up, the indicating lamp 45 is illuminated to indicate the slipping condition of the corresponding vehicle Wheels and the contact of the relay 28 is pickedup to remove the shunt connection around the resistor 21 in the circuit of the eld winding GF of main generator No. 1.

The insertion of the resistor 21 in the circuit of the field winding GF of main generator No. 1 effects a substantial reduction in the degree of excitation of the generator eld winding GF and a consequent substantial reduction in the voltage delivered by generator No. 1. Current supplied to the motors No. 1 and No. 2 is thus correspondingly diminished so. as to cause a correspondingly prompt restoration of the slipping wheels back to a speed corresponding to vehicle speed.

(d) `Brake control apparatus The invention further comprises apparatus for controlling the fluid pressure operated brakes as well as apparatus for controlling the connection of motors No. 1 and No. 2 so as to act as dynamic brakes.

The fluid pressure operated brake equipment is illustrated in simplied form as of the straightair type but it will be understood that in actual practice the more usual combination of conventional automatic and straight-air brake equipments in present day use on high speed trains is contemplated.

As shown, the fluid pressure operated brake equipment includes two train pipes 5I and 52, hereinafter designated the supply pipe and the control pipe respectively; a reservoir 53, referred to hereinafter as the main reservoir and constantly connected to the supply pipe 5I to cause it to be charged to the normal pressure carried in the reservoir or some percentage thereof; a brake valve BV having branch pipes 54 and 55 connecting it to the supply pipe 5I and control pipe 52 respectively and effective to control the pressure in the control pipe; one or more brake cylinders 51, three being shown for purposes of illustration, one for each wheel unit of a given truck, effective to cause application of the brakes in response to the supply of fluid under pressure thereto and to cause release of the brakes in response to the release of fluid under pressure therefrom; a suppression magnet valve SV interposed between the brake cylinders 51 and the control pipe 52 for the purpose of controlling or preventing the supply of uid under pressure to the brake cylinders as long as the degree of application of the dynamic brakes exceeds a certain degree; and a pressure operated switch PS operativelyresponsive to the pressure in the control pipe 52. i

Brake valve BV is of the self-lapping type described and claimed in Patent 2,042,112 to Ewing K. Lynn and Rankin J. Bush and reference may be had to this patent for a complete description of the brake valve. Briefly, the brake valve BV comprises an operating handle 58 shiftable in a horizontal plane to correspondingly rotate a rotary operating shaft controlling the yoperation of supply and release valves of the self-lapping type. With the brake. valve handle 58 in its normal or brake release position, the release valve is openand the supply valve is closed so that iiuid under pressure is accordingly vented to the atmosphere from the control pipe 52 through the branch pipe 55 and an exhaust port and pipe 59 at the brake valve. As the brake valve handle 58 is shifted out of its brake release position into its application zone, the release valve is closed and the supply valve is opened, 'so that fluid under pressure is correspondingly supplied from the supply pipe 5I through the branch pipe 54 and 55 to the control pipe 52, the supply valve being automatically seated when the pressure attained in the control pipe reaches a value substantially proportional to the degree of displacement of the brake valve handle 58 out of its brake release position. Accordingly, the pressure established 'in the control pipe 52 is varied substantially in proportion to the degree of displacement of lthe irake valve handle out of its brake release posi- If the pressure in the control pipe 52 tends to reduce for any reason, such as leakage, the valve mechanism of the brake valve operates automatically to supply fluid under pressure to the control pipe to maintain a pressure therein corresponding to the position of the brake valve handle.

Fluid under pressure is supplied from the control pipe 52 to a branch pipe 6I to which the pressure operated switch PS is connected. The brake cylinders 51 are connected to the pipe 6I by a branch pipe 6 Ia in which the suppression magnet valve SV is interposed.

The pressure operated switch PS may be of the snap-acting type described and claimed in Patent 2,096,492 to E. E. Hewitt. prises a pair of stationary insulated contacts a, a movable contact b, and mechanism for actuating the movable contact b into and out of engagement with the contacts a in response to variation of pressure in the control pipe 52 from below to above a certain critical pressure and from above to below such pressure, respectively. For purposes of the present invention it is assumed that when the pressure in the control pipe 52 increases above ve pounds per square inch, the contact b of the pressure siwtch PS is actuated into contact with the associated contacts a, and remains in such position until the pressure in the control pipe, 52 reduces below ve pounds per square inch, at which time it is actuated out of engagement therewith.

The suppression magnet valve SV is of standbiased to an upper seated position by a spring 64 and which is actuated to a lower seated positionv of the motor No. 1 and the motor No. 2 to act as A dynamic brakes `and for controlling the degree of such dynamic brake application comprises two contactors BI and B2.

The contactor BI comprises a winding a and three front contacts c, d, and e, respectively.

The winding a of contactor BI is energized under the joint control of the pressure operated switch PS and the back contact e of the repeater relay HSR. The circuit for energizing the winding of the contactor BI is traced from the positive battery wire I8 by way of a wire 68 including in series relation therein the contacts of the pressure switch PS, the winding a of the Acontactor BI, and back contact e of the relay HSR to the wire 49 and thence to the negative battery wire I9.

The contactor B2 comprisesY a winding a, a

front contact b and a transfer contact c.

Contact b of contactor BI and the contact g of the relay LSR are jointlyfeffective to control the winding a of the contactor B2. The circuit for energizing the winding a'of co-ntactor B2 may be traced from the positive battery wire I8 by way of the wire 48, a branch wire 1I, contact b of contactor BI, a wire 12 including the contact g of relay LSR and the winding a of contactor B2 in series relation, to the wire 49 and thence to the negative battery wire I9.

Contact c of contactor BI is effective in its picked-up or closed position to establish a ciroperation.

Briefly, it comard type having a double beat valve -63 which is With the transfer contact c of-contactor B2 in its dropped out or lower position as shown, the actuation of the contact d of contactor BI to its picked-up or closed position establishes a dynamic braking circuit for motor No. l and motor No. 2 acting as generators. The dynamic braking circuit may be traced from the point between the armature winding MI and field winding mfl of motor No. 1, by way of a wire 14 including in series relation therein contact d of contactor BI, dynamic braking resistors RI and R2 in series relation, contact c of contactor B2 and the winding 65 of the suppression magnet Valve SV to the point between the armature winding M2 and the field winding mj2.

When the contacts of contactor B2 are actuated to their picked-up position, they connect the dynamic braking resistors RI and R2 in parallel relation instead of in series relation in the dynamic braking circuit.

OPERATION oF EMBODIMENT SHOWN 1N F1os. 2 AND 3 (la) Propulsion In describing the operation of the equipment, only the specific equipment shown in Figs. 2 and 3 will be referred to. It vshould be understood, however, that the control equipment corresponding to that shown in Figs. 2 and 3 and associated with the power plants for the other wheel trucks, including engines Nos. 2, 3, and 4 will be similarly and simultaneously operated.

Let it be assumed that the train of cars drawn by units A and B is stopped and that the various Diesel engines have been started and are driving the corresponding main generators Nos. 1, 2, 3, and 4 at idling speeds with the handle I2 of the throttle control switch in its idle position. Let it be assumed further that the brake valve handle 58 is in its Abrake release position so that the brakes throughout the train are released.y

lnA order to start the train the operator shifts the handle I2 of the throttle control switch TCS out of its idle position in a clockwise position a desired amount to secure the desired acceleration and ultimate speed of the train. The contact I6 on the handle I2 thus bridges the arcuate contact segments I4 and I5 to establish the circuit previously traced for energizing the winding of the relay GFS which results in the actuation of the contacts of this relay to their picked-up positions.

In its picked-up position, the contact a of the relay GFS establishes the circuit for energizing the field winding GF of main generator No. 1. This circuit extends from the positive battery wire I 8 by way of a wire 8l, a branch wire 82 including in series relation therein the contact a of the relay GFS, the contact of the field shunting relay 28 and field-winding GF to the wire 25 and thence to the negative battery Wire I9. Field winding GF is accordingly energized to a maximum degree in view of the fact that the contact of the relay 28 shunts the resistor 21 out of the circuit.

Contact b of relay GFS is effective when lactuated to its picked-up or closed position to establish a circuit for energizing the winding of the ...evi

8 assign? may cfs 'and the winding of the relay s. This circuit extends from the positive battery wire I8 by way of the wire 8| a branch wire 83 including the contact b of relay GFS, thence in parallel through two parallel branches, one branch incmding the winding of the relay Gs and the other of which includes' in series lrelation the back contact c of relay PI and the winding of the relay S, the two branches rejoining at theA wire 25 which is connected to the negative battery'wire I9.

The relay S is effectivel when picked-up, as previously described, to connect motor No. 1 and motor No. 2 in series across the bus wires 30 'and 3| while the relay GS is effective when picked-up to connect the bus wires 3l and 3l tothe termiing torque.

Obviously, as the degree of' displacement of the handle I2ofsthe'th1'ottie control switch TCS relay HS is conditioned to respond only. to aY speed in excess of eighty miles per hour due to out of its idlevpsition is increased, the rate of celeration of the train.

When the speed of the train increases above thirty-five miles 'per hour, the speed relay LS is picked-up in response to the voltage supplied by the speed governor generator No. 1. understood that relay LS .is conditioned so as not' to be picked-up until the speed exceeds thirty.- iive miles per hour, due to the connection of the resistor LRA in series with the pick-up winding a thereof under the control of contact d of relay GFS.

Repeater relay LSR is correspondingly pickedup in response to the pick-up of the relay LS. l

A The contact j of relay LSR is effective in its prior to the completion of the circuit for energizing the winding of the relay P2 in response to the drop-out of the contact b oi.' relay S.

With -both of the relay PI and P2 actuated to their-picked-up positions the armature and field winding of motor No. 1 are connected in parallel with the armature and iield winding of motor No. 2 across the bus wires 30 and 3| of generator No. 1 as previously described. The current supplied to motor No. 1 and motor No. 2 is thus correspondingly increased so that the motors further accelerate to drive the train at a higher speed.

If the handle I2 of the throttle control switch TCS is advanced sufficiently, the speed of the train will increase above eighty miles per hour. When the speed of the train exceeds eighty miles per hour, speed relay HS is picked-up in response to the voltage delivered by thespeed governor generator No. 1. It will be understood that the inclusion of the resistor HRA in series with the winding a thereof by the contact c of the relay GFS.

Repeater relay HSR is picked-up instantly in response to the pick-up of the speed relay HS.

It will be picked-up position to establish a circuit for energzing the winding ofthe relay PI'. This circuit extends 'from the positive battery wire I8, by way of the wire 8|, branch wire 83 including contact lb of relay GFS, a wire 85 includingthe I The back contact b o'f'relay S is correspondingly motors. l.Upon the restoration of contact b of relaySto its closed position, a circuit is established for energizing the windings Aoi' the relay P2.

IVArestored to itsdropped-out or closed position v. vwhile contact ar.of relay S is restored to its open position to .interrupt the series connection oi' the Contact f of relay HSR is effective in its pickedup or closed position to establish a, circuit for energizing the windings of the contactors fsl and fs2. This circuit extends from the positive battery Wire I8 by way of the wire 8|, branch wire 83 including contact b of relay GFS, branch Wire 85 including contact f of relay LSR and contact f of relay HSR in series relation therein, and thence through two parallel branches, one branch including the winding of the contactor fsl and the other branch including the winding of the contactor fs2, the two branches rejoining at the wire 25 which is in turn connected to the negative battery wire'l.

'Ihe contactors fsI and ,fs2 are thus effective to connect the corresponding field shunting resistors fr inshunt relation to the iield windings mfI and mf2 of motor No. 1 and motor No. 2 respectively, thereby effecting a further increase in the current through the armature windings MI and M2 of the motors. This is the maximum speed condition of. the motors and the speed vat which the train is driven in excess ofV eighty' miles per hour depends upon the ultimate degree of displacement of the handle I2 of the throttle control switch TCS out of its idle position.

l If, while the train is traveling at a speed in excess of eighty miles per hour, an ascending grade, is encountered suiilcient'to cause a'reduction/in the speed ofthe train to below eighty "ffniiles per hour, the speedrelay HS is dropped- 'out. Repeater relay HSR is thus also correspond- A.ingly dropped-out and the previously traced circuit-including the contact f of relay HSR, for

energizing the windings of the contactors fsl and fsZ is -interrupted.k The contactors Jsl and fs2 arethus dropped-out thereby disconnect- This circuit extends from the positive battery wire I8 to the'wire 81 as previously traced for relay PI, thence by way of the front contact b of the relay PI, contact b of relay S, winding of relay P2, and wires 8l and 25 to the negative ries connection of motor No. 1 and motor No. 2

ing the shuniing resistors. fr from shunt relation with respect to the iield windings mf I and mi2 of motor No. 1 and motor No. 2. The motors are thus automatically restored to their parallelv connection when the speed of the train reduces below eighty miles per hour during propulsion.

Ii the grade is sufiiciently steep to cause a reduction in the speed of 'the' train to below thirty-five miles per hour the relay LS and likewise the repeater relay LSR will be correspondingly dropped-out. Upon the drop-out of contact f of relay LSR, the previously traced circuit for energizing the windings of the relays PI and P2 is interrupted vand these relays are restored to their dropped-out positions.

Upon the restoration of contact c of relay PI to its dropped-out or closed position, the circuit for energizing the winding of relay S is again completed and the contact a of the relay S is thus picked-up to effect the series connection of motor No. 1 and motor No. 2.

Thereafter, if the speed of the train again increases successively above thiryt-five and eighty miles per hour, speed relays LS and HS are successively picked-up to cause the motors to be connected in parallel and with reduced eld' in succession in the manner previously described.

It will thus be seen that the connectionsof the -motors and consequently the speed thereof is Aautomatically controlled at all times in accordance with the speed of the train.

` (b) Wheel-slip In the above description of the operation, it was assumed that none of the driving wheels slip due to excessive propulsion torque exerted thereon. If, however, when the train is started, the traction of the driving wheels is so .low or the rate at which the handle I2 of the throttle control switch TCS is advanced is so rapid, that either one or both of the driving Wheels begin to slip, a further operation occurs which will now be described.

Let it be assumed that the leading wheel unit having wheel-slip generator No. 2 associated therewith begins to slip when the train is started. In such case, wheel-slip relay WS2 is picked-up in response to the abnormally high rate of acceleration of the slipping wheel. The circuit for energizing the winding a of speed relays LS and HS is thus interrupted due to the interruption of the circuit through the bus wire 4I in response to pick-up of contact b of relay WS2. It will thus be apparent that the repeater relays LSR and HSR are maintained in their dropped-out positions preventing the change of motor No. 1 and motor No. 2 from the series connection initially established.

At the same time, the indicating lamp 45 is illuminated and the eld shunting relay 28 is picked-up in response to the actuation of contact c o f relay WS2 to its picked-up or closed position. The excitation of the eld `winding GF of generator No. 1 is thus automatically and substantially reduced so as to reduce the voltage supplied by the generator. The current supplied to the series-connected motors No. 1 and No. 2 is thus correspondingly reduced so that the propulsion torque exerted on the driving wheels is correspondingly reduced. The reduction of the propulsion torque exerted by the motors on the driving wheels thus causes prompt cessation of the slipping condition and the immediate reduction in speed of the slipping wheels to the speed of travel of the train.

Whenever the rate of acceleration of the slipping wheels reduces sufliciently to cause dropout of the relay WSZ, the circuit for energizing the winding a of each of the speed relays LS and HS is automatically restored, the indicating lamp 45 is extinguished, and the shunting relay 28 is restored to its dropped-out position shunting resistor 21 in the circuit of the eld winding GF.

It will be apparent that if the driving wheels with which the speed governor and wheel-slip (c) Braking Let it now be assumed that while the train is traveling at a speed in excess of eighty miles per hour, the operator desires to apply the brakes to bring the train to a stop. To do so, the operator rst restores the operating handle I2 of the throttle control switch TCS to its idle position and then shiftsV the brake valve handle 58 out of its brake release position into the application zone thereof anamount corresponding to the desired degree of application of the brakes. Upon the restoration of the throttle control switch TCS to its idle position, the contact I6 on the handle disengages the arcuate contact segments I4 and I5, thereby interrupting the circuit for energizing the relay GFS and causing restoration of the contacts of the relay to their dropped-out positions.

The circuit for energizing the eld winding GF of generator No. 1 is thus interrupted due to the drop-out` of the contact a of the relay GFS. At the same time, the circuit for energizing the windings of relays GS and S is interrupted due to the drop out of the contact b of the relay GFS. The bus wires 30 and 3l are thus disconnected from the terminals of the armature winding MGI of the generator No. 1 due to the dropout of the contacts of the relay GS. The series connection of the motors isv interrupted due to the drop-out of the contact a of the relay S.

It will thus be apparent that unless the brakes are applied by operation of the brake valve BV, the restoration of the throttle control switch TCS to its idle position will cause coasting of the train.

Upon displacement of the brake valve handle 58 into its application zone, the control pipe 52 is correspondingly charged with fluid under pressure.

The pressure operated switch PS is thus actuated to its closedposition in response to the build-up of pressure in the control pipe 52 to above five pounds per square inch, but such operation is lneiective to cause energization of the winding a of contactoi BI because the contact e of repeater relay HSR remains in its picked-up or open position due to the speed of the train exceeding thirty-five miles per hour.

It should be understood that when the relay GFS is restored to its dropped-out position, the speed relays LS and HS were rendered responsive to different speeds during the propulsion period, due to the substitution of resistors LRB and HRB for resistors LRA and HRA respectively in response to the drop-out of contacts c and d of the relay GFS. Contact e of relay HSR is thus picked up because it is assumed that the train is traveling at a speed in excess of eighty miles per hour which of course exceeds the pickup speed for relayHS of thirty-five miles per hour during the braking period.

The dynamic braking circuit for motor No. 1 and motor No. 2 is thus not established until the speed of the train reduces below thirty-five miles per hour as will be presently described.

In view of the fact that the dynamic braking circuit is not established, the magnet winding l or closed position, as previously described.

I of the suppression magnetv valve SV remains deenergized and consequently the magnet valve SV establishes communication through which fluid under pressure may be supplied to the brake cylinders 51.

Fluid pressure is accordingly established in the brake cylinders 51 in accordance with the pressure of the iiuid established in the control pipe 52 and the fluid pressure operated brakes are ac.- cordingly applied to the wheels in accordance with the pressure of the fluid established in the brake cylinders.

As long as the train exceeds a speed of thirtyfive miles per hour, therefore, only the fluid pressure operated brakes are applied to brake the train.

When the speed of the train reduces below thirty-ve miles per hour in response to the application of the fluid pressure operated brakes, the speed relay HS is automatically restored to its dropped-out position, correspondingly causing the drop-out of its associated repeater relay HSR.

Upon the restoration of contact e of repeater relay HSR to its dropped-out or closed position,

thepreviously tracedicircuit for energizing thewinding a of contactor BI is established and the contacts of contactor BI are correspondingly actuated to their picked-up position.

Since the train is still traveling in excess of twenty miles per hour, the speed relay LS is still picked-up, 4as is its associated repeater relay LSR. Accordingly, the contact b of contactor Bl is effective when actuated to its picked-up or closed position to establish the circuit, previously traced and including contact g of relay LSR, for energizing the winding a of contactor B2 so that the dynamic braking resistors RI and R2 are correspondingly connected in parallel.

At the same time, the contacte of contactor BI is eifective when actuated to its picked-up or closed position to establish a circuit for energizing the Winding of the relay PI. This circuit extends from the positive battery wire I8 by way 'of the wire l-and branch wire 1|, contact c of contactor BI,l wire 81, winding of relay PI, and wires 88 and 25 to the negative battery wire I9.

The contact c of relay PI thus interrupts the -circuit for the winding of relay S to insure the interruption of the series connection between the motors No. 1 and No. 2 prior to the parallel connection thereof for dynamic brake operation.

l l-'telayv P2 is picked-up in response to the actuation of contact b ofrelay PI to its picked-up AC- cordingly, it will be seen that motor No. 1 and motor No. 2 are connected in parallel for dynamic braking operation in response to the pickup of the contactor BI.

With vmotors No. 1 and No. 2 connected in parallel, the actuation of contact d of contactor BI. to its picked-up or closed position establishes the dynamic braking circuit through the wire 14, as previously indicated, including the parallel;

j connected dynamic braking resistors RI and R2.

With the dynamic braking resistors RI and R2 in parallel relation, a minimum resistance is provided a'nd consequently the maximum dynamic braking current is permitted to flow in the circuit thereby producing the maximum degree of y dynamic braking.

The reason for preventing the establishment of the dynamic braking circuit until the train speed `reduces below thirty-five miles per hour is that the speed of the motors at train speeds in excess 0I thirty-live miles per hour is such as to produce an excessive dynamic braking current which might result in overheating of the field and armature windings of the motors. It is desirable, therefore, to prevent such overheating of the motor armature windings and field windings.

The magnet Winding 65 of the suppression magnet Valve SV is energized in response to the dynamic braking current initially established and consequently operates to interrupt the supply of iiuid under pressure to the brake cylinders 51 and effects the exhaust of fluid under pressure therefrom through the port 66. As long as the dynamic braking current exceeds a certain degree corresponding to a certain low speed of the train, such a s fifteen miles per hour, the suppression magnet Valve SV is eifective to continue to prevent the supply of iiuid under pressure to the brake cylinders 51, and thereby maintain the fluid pressure operated brakes released.

When the speed of the train reduces. below twenty miles per hour, the speed relays 1S is restored to its dropped-out position, thereby restoring the associated repeater relay LSR to its dropped-out position.

It will be understood that the speed relay LS is conditioned to drop-out only when the speed of the train reduces below twenty miles per hour due to the substitution of the resistor LRB for the resistor LRA in response to the drop-out of the contact d of relay GFS.

The contact g of relay LSR is effective when restored to its dropped-out or open position to interrupt the circuit, previously traced, for energizing the winding a of the contactor B2. Upon the consequent restoration of the contacts b and c of contactor B2 to their dropped-out positions, the dynamic braking resistors Ri and R2 are reconnected into series relation in the dynamic braking circuit, thereby eifecting, a substantial increase in the resistance of the dynamic braking circuit and a consequent reduction in the degree of the dynamic braking current. -The degree of the dynamic braking effect exerted by `motor No. 1 and motor No. 2- is thus substantially reduced when the speed of the train reduces below twenty-miles per hour.

This feature whereby the dynamic braking effect exerted by motor No. l and motor No. 2 is reduced in response to the reduction in train speed below twenty miles per hour is of particular advantage when the train is traveling down a long descending grade because it enables the train to descend a long descending grade at a substantially uniform speed of travel. On a long descending grade, the reduction of the degree of dynamic braking effect due to decrease in speed below twenty miles per hour causes the speed to increase above twenty miles per hour at which time the dynamic braking' effect is again increased. The speed of the train is thus automatically regulated to about twenty miles per hour without any application of the fluid pressure brakes.

When the speed of travel of the train reduces suiliciently, as for example below fteen miles per hour, the suppression magnet valve SV is remanner that the fluid pressure operated brakes will not excessively brake the wheels and cause sliding thereof.

It should be understood that -the dynamic braking effect exerted by motor No. 1 and motor No. 2 decreases rapidly to zero once the speed of the train reduces below fteen miles per hour.` Thus, while the pressure is beingvbuilt-up in the brake cylinders, the degree of dynamic braking effect is rapidly reducing. Thus, even though the fluid pressure brakes are applied simultaneously with the dynamic brakes there is little likelihood that an excessive degree of brake application will be effected so as to cause sliding of the wheels, unless the operator causes an excessive degree of application of the fluid pressure brakes.

When the train comes to a stop, the fluid pressure operated brakes remain applied to adegree corresponding to the position of the brake valve handle 58. Therefore, when it is desired to again start the train, the operator must first shift the brake valve handle to its brake release position restoring the pressure in the control 'pipe 52 to atmospheric pressure and correspondingly releasing fluid under pressure from the brake cylinders 5 1 by way of the exhaust port and pipe 59 at the brake valve so as to effect the complete release of the brakes.

EMBODIMENT SHOWN 1N FIGS. 4 AND 5 In Figs. 4 and 5' there is shown a modification of the equipmentl disclosed in Figs. 2 and 3. Certain parts and devices in the two equipments are identical and such` elements aredesignated by the same reference numerals, previously employed, without further description. For simplicity, therefore, only those parts and operations different from the previous embodiment will be described.

Essentially, the equipment in Figs. 4 and 5 differs from that in the previous embodiment in that the control of relaysP3, P4 and Si, respectively corresponding to relays PI, P2 andS, and the control of the contactors fs| and fs2 for controlling the connections of motor No. 1 and motor No. 2 in the generator circuit is effected indirectly under the control of the repeater relays LSR2 and HSR2, corresponding respectively to repeater relays LSR and HSR through the medium of a power control switch PCS which is operated by an air engine AE.

The power control switch PCS performs the function of relay GFS in controlling the circuit of the generator field windingGF as well as the -variation in the sensitivity of the speed relays.

LS and HS during propulsion and braking respectively.

The control of motor No. 1 and motor No. 2 to establish the dynamic braking circuit is somewhat diiferent from the previous embodiment, employing three contactors, B, B3, and B4 in place of the relay GS and contactors Bl and B2. Dynamic braking 4resistors rl and r2 are provided in place of the dynamic braking resistors RI and R2. Y

A pressure operated switch PSI is provided in place ,of pressure switch PS and diners therefrom in having three contacts b, d, and f adapted to engage associated pairs of stationary contacts a, c, and e whenever andas long as the pressure in the control pipe 52 exceeds five pounds per square inch.

Considering` the parts in somewhat greater detail, the repeater relays LSR2 and HSR2 differ from the repeater relays LSR and HSR merely in the number of contacts operated thereby. Relay LSR2 has a transfer contact h and a front contact i in addition to contacts c, d, e, f, and g of relay LSR.

Repeater relay HSR2 differs from relay HSR in having a front contact g in addition to contacts c, d, e, and f of the relay HSR.

As diagrammatically shown in the developed form, the power control switch PCS comprises a number of cams a, b, c, d, e, f, g, h, i, y', lc, l, m, and n fixed on a rotary operatingshaft |0|.

lThe cams of the power control switch are adapted to be rotated in the manner presently to f be described into any one of four operating povmatically shown, the shaft |0| may be provided with a disk |02 having notches |03 therein for receiving a spring biased pawl |04 which serves to yieldingly yet positively hold the cams in any of the various positions.

The cams a to n are adapted to operate corresponding contacts or v.switches to open or closed position, depending upon the rotary position of the cam. The switches operated by the cam are shown in vertical alignment directly beneath the corresponding cams and are designated gf, a, mi, b, m2, c, pl, s, p2, d, bh, ah, bl, and aI.

It will be understood that, in accordance with conventional practice the switch devices are operated to a closed position only in those operating positions covered by the cams in the development view and operated to open position in those operating positions not covered by the cams. Thus with the cams rotated to the off position, as shown, the switch yf, is in open position but is operated to closed position in the series, parallel,

and reduced field positions of the corresponding cam a.

Similarly, the switch a is in closed position in the "o and series positions of the corresponding cam b and in open position in the parallel and reduced field positions of the cam.

The open and closed positions of the other switches of the power control switch PCS will be readily apparent from the drawings, when analyzed in a similar manner, without further de` scription.

The air engine AE is effective to cause rotation of the shaft |0| to position the cams of the power controlled switch PCS in the various operating positions. As diagrammatically shown, the air engine AE comprises two air cylinders 05 and |06 respectively, in which pistons .|01 and |08 respectively operate, the pistons being fixed at opposite ends of a connecting shaft or stem |09 having teeth thereon forming a. gear rack ||0. The gear rack |0 meshes with a pinion gear xed on the shaft |0|.

Fluid under pressure is supplied to the cylinders |05 and |06 from a suitable reservoir ||3 and released from the cylinders under the control oi' magnet valves ||4 and I|5 respectively. When fluid under pressure is supplied to both cylinders, the fluid pressure forces on the pistons are balanced and the shaft |0I is accordingly maintained stationary in the corresponding position. When the fluid pressure forces on the pistons are The magnet valves ||4 and ||5 are substan-f tially identical, each comprising a double beat valve ||6 contained in a chamber ||1 and normally biased to an upper seated position by a coil spring I|8, a magnet winding or solenoid II9 being eiective when energized to shift the valve I I6 to its lower seated position.

'Ihe chambers of the two magnet valves I|4 and ||5 are connected by short pipes. |2| to the respective cylinders |05 and |06.

In its upper seated position the valve I I6 of the magnet valve |I4 connects the chamber II`| to a chamber |22 which is constantly open to atmosphere through an exhaust port |23. 'In its lower seated position, the valve I I6 of magnet valve |I4 closes communication between the chambers and |22 and opens communication between the chamber II'| and a chamber |24 which is connected by a pipe |25 to the reservoir |I3.

The reservoir I|3 may be charged with fluid under pressure from the supply pipe 5| and theY main reservoir 53 through a branch pipe |21 having a one-way or check valve |28 therein, for preventing back flow of fluid under pressure from the reservoir I3.

It will thus be apparent that when the magnet winding H9 of the magnet valve 4 is deenergized, fluid under pressure is exhausted to atmosphere from air cylinder |05 through the exhaust port |23. On the other hand, when the magnet winding I|9 is energized, the exhaust communication is closed and fluid under pressure is supplied to the air cylinder |05.

The arrangement of the magnet valve I|5 differs from that of the magnet valve I I4 in that the. chamber I|8 does not have an exhaust port but is connected'by the pipe |25 to the reservoir ||3 while the chamber |24 is not connected to the pipe I 25 but is provided with an exhaust port |23.

It will thus be seen that with the magnet winding II9 of the magnet valve IIB deenergized, fluid under pressure is supplied to the air cylinder |06. On the other hand, 'when the magnet winding II9 of the magnet valve ||5 is energized, the supply communication is closed and communication is established through which fluid under pressureis released from the cylinder I 06 through the exhaust port |23 in the chamber |24.

When iluid under pressure is supplied to the cylinder |06 and released from the cylinder |05, the shaft I| of the power control switch PCS is rotated toward the olf position. Conversely when fluid under pressure is released from the air cylinder |06 and supplied to the cylinder |05 the shaft IOI is rotated toward the reduced field position thereof.

It will thus be apparent that'with the magnet windings II9 of both magnet valves I|4 and |I5 deenergized, the shaft I 0| of the power control switch PCS is rotated in the direction of the off position and that with the magnet windings II9 vof both magnet valves II4 and I|5 energized, shaft IOI is rotated in thedirection of the reduced field condition. It will also be apparent that in order to stop the shaft in series and parallel positions, it is necessary that the magnet v winding II9 of the magnetvalve II4 be energized while that of the magnet valve |I is deenergized.

Since movement of the cam shaft IOI beyond either of the extreme positions, namely the olf position andreduced field position, is prevented by mechanical limiting means, no?. shown, both magnet valves I I4 and |I5 need not be energized to hold the. shaft in these positions. Thus the magnet windings of both magnet valves I|4 and |I5 may be deenergized to maintain the shaft IOI in the off position. Similarly, the magnet Winding of the magnet valve I I4 may be maintained energized while that of the magnet valve II5 is deenergized to maintain the shaft IDI in reduced field position.

The manner in which the magnet windings I I 9 of the magnet valves |I4 and I|5 are controlled so as to shift the power control switch PCS to any of its operating positions and hold it therein will be ldescribed in detail hereinafter in connection with an assumed operation. It may be mentioned however, at this point that the control of the magnet valves |I4 and I|5 is effected under the control of the repeater relays LSRZ and HSR2 in conjunction with interlock contacts or switches of the power control switch PCS.

OPERATION 0F EQUIPMENT SHOWN IN FIGS. 4 AND 5 (a) Propulsion Let it be assumed that the train of cars having the equipment shown in Figs. 4 and 5 is at a standstill with the throttle control switch TCS in its idle position wherein engine No. 1 is driving generator No. 1 at idling speed and with the brake valve handle 58 in brake release position so that the brakes on the train are released, and that the operator desires to start the train. To do so, he shifts the handle I2 of the throttle control switch TCS out of the idle position in a clockwise direction to a desired degree corresponding to the desired degree of acceleration.

When the contact IB on the handle I2 of the throttle control switch TCS bridges the contact segments I4 and I5, the circuit is completed for energizing magnet windings I|9 of both magnet valves ||4 and |I5. This circuit may be traced from the positive battery wire |8 by way of wire 2|, contact segment I5, contact I6, and contact segment I4 of the throttle control switch TCS, wire 22, throttle control wire 20, and thence to a bus wire I3I where the circuit divides into two branches, one branch extending by way of a wire |32 including the closed switch a of the f power control switch PCS, back contact h of the repeater relay LSR2 in its dropped-out position, a wire |33, a wire I 34 including the magnet winding H9 of magnet valve |I4 to a wire |35 which is connected to the negative battery wire I9. The other branch extends from the bus wire I3| by way of a wire |36 including the closed contact c of the power vcontrol switch PCS, a branch wire |31 including the magnet winding I I9 of the magnet valve I |5 and a manually operated switch |38, thepurpose of which will be hereinafter explained, to the wire |35 and thence to the negative battery wire I9.

Fluid under pressure is accordingly releasec from the air cylinder |06 and supplied to the air cylinder |05 and the shaft |0I of the power control switch PCS is thus rotated in the direction A of the reduced field position.

The shaft I0| of the power control switch PCS is rotated until it reaches the series position thereof in which the cam f effects opening of the interlock switch c thereby effecting deenergization of the magnet winding I I9 of the magnet valve I I5. Fluid under pressure is thus rapidly supplied to the cylinder |06 to balance the pressures on the pistons |01 and |08 and thereby promptly stop the shaft. In the event that the shaft is not accurately stopped in the series position, the pawl |04 acts to so position the shaft and at the same time hold it firmly in such position.

In the series position of the power control gizing the magnet winding of a generator field contactor GFI, which circuit extends from the bus wire I3| .by way of a wire |4| including the switch gf and the winding of the contactor GFI to the wire |35 and thence to the negative battery wire I9. The contacter GFI has a single front contact which is actuated to its closed position in response to energization of the winding of the contactor to complete a circuit for energizing the field winding GF of the main generator No. 1.

The circuit for energizing the generator field winding GF may be traced from the positive battery wire |8 by way of a wire |42 including eld winding GF, the back contact of the field shunting contactor 28 now shunting the resistor 21, and the front contact of the contactor GFI to the wire |35 and thence to the negative battery wire I3.

The generator No. 1 accordingly supplies a voltage corresponding to the speed at which it is driven by the corresponding Diesel engine.

In the series position of the power control switch PCS, the switch s therefore is closed by the cam h to effect energization of the winding of the relay SI. This circuit for energizing the winding of relay SI extends frombus wire |3| by way of a wire |40 including in series relation therein the switch s of power control switch PCS and the winding of relay SI to a wire |58 and thence by wire |35 to the negative battery wire I3. 4

The single front contact of the relay SI is effective when actuated to its picked-up or closed position in response to energization of the winding of the relay SI to complete a circuit connecting motor No. 1 and motor No. 2 in series across the terminals of the generator No. 1. This circuit extends from the left-hand or positive terminal of the armature winding MGI of the generator No. 1 by way of a bus wire |43, in series through armature winding M2 and field winding mi2 of the motor No. 2, a wire |44 including the contact of relay SI to a wire |45 thence in series through the field winding mfl and the armature winding M| of motor No. 1 to a wire |46, and then by way of a wire |41 to the transfer contact of the contactor B in its dropped-out position, and a bus wire |48 to the negative terminal of the armature winding MGI.

The motors are thus supplied with current from generator No. 1 and accordingly drive the corresponding wheel units to effect acceleration of the train in accordance with the position of the handle I2 of the throttle control switch TCS. As in the previous embodiment, the voltage delivered by generator No. 1 varies in accordance with the speed of the driving Diesel engine which is, in turn, controlled according to the degree of displacement of the handle I2 of the throttle control switch out of its idle position. The current supplied to'the motors No. 1 and No. 2 is thus dependent upon the position of the throttle control switch and the rate of acceleration of the train therefore depending upon the position of the throttle control switch handle I2.

. The train continues to accelerate in speed, with the throttle control switch handle I2 sufciently advanced out of its idle position, until the speed of thirty-five miles per hour is exceeded. At such time, the lowspeed relay LS is pickedup which causes the repeater relay LSR2 to be correspondingly picked-up. It should be understood that speed relay LS is conditioned to pickup during propulsion at thirty-live miles per hour because of the inclusion of resistor LRA in series with its winding a across bus wires 4| and 42 by closure of switch al of power control switch PCS.

'I'he transfer contact h of relay LSR2 is eective when actuated to its picked-up position to interrupt the connection established through the switch a of the power control switch PCS for energizing the magnet winding |I9 of the magnet valve |I4 and substitutes therefor a connection between the bus wire |3I and |33 through a wire |5| including interlock switch b of the power control switch PCS. As will be apparent in Fig. 4, the interlock switch b of the power control switch PCS is closed in the series position of the power control switch and is maintained closed until the power control switch shaft advances beyond the parallel position in the direction of the reduced field position. Accordingly it will be seen that the circuit for energizing the magnet winding I I9 of magnet valve I I4 is maintained.

At the same time, the front contact f of relay LSR2 is effective in its picked-up position to establish a circuit for energizing the winding IIS of the magnet valve ||5. This'circuit may be traced from the positive battery wire I8 to the bus wire |3| as previously described, thence by way of wire |32 including the interclock switch a, a branch wire |53 including the contact f of relay LSR2 to the wire |36, and thence by way of the branch wire |31 including the winding ||9 of magnet valve ||5 and switch |38 to the wire |35 connected to negative battery wire II9.

Fluid under pressure is thus vented from cylinder |06 while being supplied to the cylinder |05. The shaft |0I is thus rotated by the air engine AE out of the series position toward the parallel position.

As the shaft |0| of the power control switch PCS is rotated out of series position in the direction of the parallel position, the control of the magnet winding ||9 of magnet valve I5 is transferred from switch a of power control switch PCS to switch d of the power control switch, the switch d being closed by cam prior to the opening of the switch a. When switch d closes, it establishes a connection through a wire I 54 from the bus wire I3| to the front contact g of relay LSRZ which connects the wire |54 to the wire |36. The magnet winding II 9 of magnet valve I I5 is thus maintained energized as the shaft I0| of the power control switch PCS continues to rotate toward the parallel position notwithstanding the opening of switch a of the power control switch.

When the shaft I0| of the power control switch PSC reaches the parallel position, the switch d is opened and deenergization of the magnet winding I|9 of magnet valve ||5 correspondingly effected. Fluid under pressure is thus again supplied to the cylinder |06 While continuing the supply to the cylinder |05, so that the fluid pressure forces on the pistons of the air engine AE are balanced, thus causing the shaft |0| of the power control switch to be stopped in the parallel position thereof.

With the power control switch PCS in its parallel position, switchesr pI and p2 are closed by the corresponding cams g and i. Switch pl is effective when closed to complete a circuit for energizing the winding of relay P3. This circuit may be traced from the positive battery wire I8 to the bus wire I3I as previously described, thence by way of a wire |51 including switch pI and the winding of the relay P3 in series to wire |58, then by way of the wire |35 to the negative battery wire IIS.

The switch p2 of the power control switch is effective when closed to complete a circuit for energizing the winding of the relay P4. This circuit may be traced from the positive battery wire I8 to the bus wire |3| as previously described, thence through a wire |59 including the switch P2 and the winding of the relay P4 in series to the wire 58, then by the wire |35 to the negative battery wire I9.

During the traverse of the power control switch PCS from its series toits parallel position the switch s is operated to its open position to effect deenergization of the winding of the relay SI prior to the energization of either of the relays P3 and P4. Thus the series connection of motor No. 1 and motor No. 2 is interrupted prior to the pick-up of the two relays P3 and P4 which are effective to connect the motors in parallel across the terminals of the generator No. 1.

With the relays P3 and P4 picked-up and the relay SI restored to its dropped-out position, the

circuit for connecting motor No. l and motor No. 2 in parallel may be traced from the positive terminal of the armature winding MGI oi' generator No. l through the bus wire |43, thence through two parallel branches one of which extends in series through the armature winding M2 and field winding mfZ of motor No. 2, wire |44, the front contact of the relay P4 to wire |46, and the other branch extending from the bus wire |43 through wire |45 including the front contact of the relay P3, and thence in series through the ileldA winding mfl and armature winding MI of motor No. 1 to the wire |46, the circuit then continuing by way of the wire I41,'the transfer contact of the contactor B in its dropped-out position and bus wire |48 to the negative terminal of the generator armature winding MGI.

With the motor No. 1 and motor No. 2 thus connected in parallel, the current supplied to the field and the armature windings thereof is correspondingly increased and the motors thus further accelerate the speed of the train.

Assuming that the handle I2 of the throttle control switch TSC is sufilciently advanced, the motors while connected in parallel will continue to accelerate the speed of the train until it exceeds a speed of eighty miles per hour, at whichy power control switch PSC is closed in all positions of the power control switch except ofi position so that the resistor HRA is therefore included'in series with the winding aof the relay HS across the bus wires 4I and 42, thus causing the relay HS to be picked-up only when the speed of the train exceeds eighty miles per hour in the same manner as in theembodiment shown in Figures 2 and 3. Y

Repeater relay HSRZ is simultaneously pickedup in response to the pick-up of the speed relay HS. The front contact g of relay HSRZ is effective in its picked-up or closed position to establish a circuit for maintaining thek magnet winding II9 of the magnet valve |4 energized, this circuit extending from the positive battery 'wire I8, to the bus wire |3| as previously de.

scribed, thence by way of the contact y of relay HSR2, wires |33 and |34, magnet winding II9 of magnet valve I|4 and wire I 35 to the negative battery Wire I9.

At the same time, front contact f of relay HSR2 is effective in its picked-up or closed position to establish a circuit for energizing the magnet winding ||9 of the magnet valve II5. This circuit may be traced from the positive battery wire I8 to the bus wire |3| as previously described, thence by way of the contact f of relay HSR2, wire |36, wire |31 including the magnet winding IIS of magnet valve II5 and the manual switch |38 to the wire |35, and thence to the negative battery wire I9.

Fluid under pressure is thus vented from the cylinder |06 while being supplied to the cylinder |05. Shaft |0I of the power control switch PCS is consequently rotated out of the parallel position toward the reduced field position.

Movement of the shaft IUI continues until the reduced ileld position is attained when further movement of the shaft is prevented by the mechanical stop device previously mentioned. Thus it is not necessary to balance the iiuid pressure forces on the pistons of the air engine AE to maintain the power control switch PCS in its reduced iield position.

With the power control switch PCS in its reduced ileld position, switches ml and m2 are both actuatedto closed position by their corresponding cams c and e. The switch ml is eiiective when closed to complete a circuit for energizing 'the winding of the eld shunting contacter Jsl. This circuit may be traced from the positive battery wire I8 to the bus wire |3| as previously described, thence by 4way of a wire |65 including switch mI and the winding of the contactor jsI in series to the wire |35 and thence to the negative battery wire I9.

In a similar manner switch m2 of the power control switch PCS- is effective when closed to complete a circuit for energizing the winding of the leld shunting contactor fs2. This circuit may be traced from the bus wire |3| through a wire |66 including'switch m2 and the winding of the contactor fs2 in series to the wire |35 and thence to the negative battery wire I9.

With the power control switch PCS in its reduced field position, therefore, the field shunting contactors fsl and -fs2 are simultaneously pickedup to connect the shunting resistors fr across the corresponding motor field windings mf I and mi2 to effect a corresponding increase in the current through the armature windings MI and M2 ci the motors.

As long as the speed of the train exceeds eighty miles per hour the power control switch PCS continues to remain in its reduced field position. The ultimate speed of the train above eighty miles per'hour will vary depending upon the de- Sree of displacement of the handle I2 of the throttle control switch TCS out of its idle position. Thus the speed of the train may be increased to above one hundred miles per hour in the reduced field position of the power control switch PCS.

If, ,during the propulsion of the train, an ascending grade is encountered which causesl the interrupted due to the drop-out of the contacts .f and g of relay HSR2. With the magnet windings II9 of the magnet; valves II4 and |I5 both simultaneously deenergized, fluid is vented from the cylinder and supplied to the cylinder |06, thus causing the shaft IUI of the power control switch PCS to be rotated from the reduced eld position toward the parallel position.

When the power control switch shaft IIII reaches its parallel position, a circuit is established for energizing the magnet winding .I I9 of magnet valve I I4 to balance the pressures on the pistons of the air engine AE and thereby stop v the power control switch in its parallel position.

'I'his circuit extends from the positive battery wire to the bus wire I3| as previously described, thence by way of switch b of the power control switch PCS whichis closed in the parallel position thereof, wire I5I, transfer contact hof the repeater relay LSR2 in its picked-up position, wires |33 and |34, magnet winding I I9 of magnet valve IIII, to the wire |35 and thence to the negative battery wire I9.` l c The power control switch PCS then remains in its parallel position unless the speed of the train again increases above eighty miles per hour, in which case it is restored to the reduced field position, or unless thespeed of the train reduce to below thirty-five miles per hour. In the latter case, the speed relay LS is correspondingly dropped-out to cause drop-out of the repeater relay LSR2. Transfer .contact h of .relay LSRZ is effective when restored to its dropped-out position to interrupt the circuit through Iswitch b of the power control switch PCS maintaining the magnet winding IIB of the magnet valve I I4 energized and the magnet winding is thus deenergized to effect venting of fluid under pressure from the cylinder |05. With the supply of fluid under pressure to the cylinder |05 continued due to the deenergization of the magnet pose of preventing frequent shifting of the power control switch PCS, such as might possibly occur in rolling country having alternate ascending and descending grades. Thus, if the train is traveling at seventy or seventy-five miles per hour and starts to travel on a descending grade, the speed of the train may increase to above eighty miles per hour, thereby causing the power control switch PCS to be shifted to the reduced winding I I9 of the magnet valve I I5 at this time, the shaft IUI of the power controlswitch PCS is correspondingly rotated out of the parallel position toward the series position.

When the shaft IUI of the power control switch PCS reaches series position, a circuit is reestablished for energizing the magnet winding II9'of magnet valve H4 in response to the closure of the switch a of the power control switch PCS. This circuit extends from the bus wire I3I by Way of the Wire` |32 including switch a of the power control switch, transfer contact h of the repeater LSR2, wires |33 and |34, magnet winding II9 of magnet valve II4, and wire |35 to negative battery wire I I9.

The fluid pressure forces on the pistons of the air engine are thus again balanced and the shaft I 0I of the power control switch is stopped in the series position. y

It will be understood that the connections of motor No. 1 and motor No. 2 are correspondingly changed in accordance with the change in the position ofthe power control switch PCSin the manner previously described.

It will thus be apparent that during the propulsion of the train, the connections and therefore the 'speed of motor No. 1 and motor No. 2 will be automatically controlled in accordance with the speed of the train. Thev operator may of course vary the speed of the train at any time by varying the degree of displacement of the handle I2 of the throttle control switchiout of the idle position.

The manual switch |38 is provided for the purfield position from the parallel position and then back'to the parallel position when the train traverses the subsequent ascending grade.

If, therefore, thevoperator desires to prevent the advance of the power control switch PCS beyond a particular position, such as the parallel position, he may open the switch |38 to cause the magnet winding |I9 of the magnet valve II5 to remain deenergized independently of the operation of either of the repeater relays LSR2 and HSR2 in response to variations in the speed of the train.

If the'operator opens the manual switch |38, the pick-up ofthe repeater relay HSR2 in response to the increase in the speed of the train above eighty miles per hour will not be effective to cause energization of the magnet winding of the magnet valve II5. Thus, notwithstanding the increase in the speed of the train above eighty miles per hour, the air engine AE is prevented from operating the power control switch PCS out of parallel position to the reduced eld position.

It is thus'possible to maintain a more nearly uniform speed in rolling country without the necessity of constantly operating the throttle control switch TCS to control the train speed.

(b) Wheel-slip In the event that either one or both of the wheel units driven by motor No. 1 and No. 2 begin to slip during the propulsion of the train due to excessive propulsion torque, the wheel slip relays WSI and WS2 are correspondingly picked-up as inthe first described-embodiment, to cause the drop-out of either one or both of the speed'relays LS and HS if the speed of the train attained is su'icient to cause these relays to have been picked-up or, if the speed of the train has not exceeded thirty-five miles per hour, to prevent the pick-,up of either of the relays LS and HS.

If the power control switch PCS is in its series position at the time slipping of the wheels occurs, the interruption of the circuit for energizing the speed relays LS and HS prevents pick-up of these relays and thereby prevents advance of the power control switch PCS out of series position toward the parallel position in response to the momentary increase in speed of the wheel unit with which governor generator No. 1 is associated during slipping.

If 'the power control switch PCS is in either the parallel or the reduced field position thereof when slipping of the wheels occurs, the drop-out of either of the speed relays LS and HS will automatically effect the operation of the air engine AE in the manner readily apparent from previous description to cause thereturn of the power control switch PCS to the series position, until slipping ceases whereupon the power control switch will be restored to the position corresponding to the speed ofthe train.

The pick-up of either one or both of the wheelslip relays WSI or WS2 is likewise effective in the same manner as in the rst described embodi ment to cause completion of the circuit for the indicating lamp 45 and the field shunting relay 28 due to the pick-up of the contacts c thereof. The field shunting contactor 28 is effective to remove the shunt connection around the resistor 21 in the generator field winding circuit thereby inserting the resistor 21 and effecting a substantial reduction in the excitation of the generator No. 1. As in the rst described emvbodiment, the voltage delivered by the generator No. 1 is thus reduced, causing a consequent reduction in the current supplied to the motors No. 1 and No. 2 which results in a prompt restoration of the slipping wheels to aspeed corresponding to the speed of travel of the train.

As in the first embodiment, the operator may return the handle I2 of the throttle control switch TCS back toward the idle position thereof upon observing the illumination of the indicating lamp 45, thereby also effecting a further reduction in the voltage delivered by the generator with a, consequent reduction in the current supplied to the motor No. 1 and motor No. 2 to eliminate the slipping condition'of the wheels.

(c) Braking Let it now be assumed that while the train is traveling at a speed in excess of eighty miles per hour, the operator desires to bring the train to a stop. To do so, he first restores the handle of the throttle control switch TCS to its idle position, thereby disengaging the contact I6 from the contact segments I4 and |5 and interrupting the connection between the positive battery Wire I8 and bus wire |3I. Since energization of the magnet windings of the magnet valves ||4 and |I depends upon energization of the bus wire I3I, it will be understood that the deenergization of the bus Wire |3| effect instantaneous deenergizaton of the magnet windings of both magnet valves II4 and ||5. The air engine AE accordingly promptly and rapidly restores the power control switch PCS from the reduced eld I l position to the ofl position.

In the off position of the power control switch PCS, switch gf thereof is restored to open position causing drop-out of the iield contactor GFI and the consequent deenergization of the fleld winding GF of generator No. 1. At the same time, the relays P3 and P4 and the relay SI are all dropped-out, thereby disconnecting motor No. 1 and motor No. 2 from the generator circuit.

With the power control switch PCS in its off position, the switches ah and al are opened and the switches bh and bl are closed. With the switch bl closed, resistor LRB is connected in series with the winding a of the speed relay LS across the bus wires 4I and 42, thereby conditioning the speed relay LS so as to be picked-up in response to train speeds in excess of twenty miles per hour.

At the same time, switch bh of the power control switch PCS is effective in its closed position to connect resistor HRB in series with the winding a of relay HS thereby conditioning the relay HS so as to be picked-up at train speeds in excess of thirty-five miles per hour.

After the operator restores the throttle control switch handle to its idle position, he operates the brake valve handle 58 out of its brake release position into the application zone to a position corresponding to the degree of application desired. I

The control pipe 52 is accordingly charged to a corresponding pressure and as the pressure builds-up in excess of five pounds per square inch in the control pipe, the contacts of the pressure switch PSI are actuated into engagement with the associated stationary contacts, that is they are actuated to their respective closed p0- sitions.

The contact f of pressure switch PSI is effective in its closed position to establish a circuit for energizing the winding of the contactor B. This circuit extends from the positive battery wire I8 through a wire |1| including the con-tact f of pressure switch PSI and the winding of the contactor B in series, to the negative battery wire I9.

The transfer contact of contactor B is eiTective when actuated to its pickedy up position to interrupt the connection between the Wire |41 rand the bus wire |48, thereby preventing the connection of the motors across the terminals of the generators armature winding MGI. At the same time, the transfercontact of the contactor B is effective in its picked-up position to connect a branch wire |13 of wire |44 to the wire |41, thereby connecting the right-hand terminal of the armature Winding MI of motor No, 1 to the right-hand terminal of the field winding mi2 of motor No. 2.

In its closed position, the contact d of pressure switch PSI is effective to establish a circuit for energizing the winding of the relay P3. This. circuit extends from the positive battery wire |8 by way of a wire |15,- including contact d of pressure switch PCS, wire |51 including the winding of the relay P3,wire |58, and thence by Wire |35 to the negative battery wire I9.

The contact of relay P3 is effective in its picked-up or closed position to connect the lefthand terminal of the armature winding M2 of motor No. 2 to the left-hand terminal of the eld winding mfl of motor No. 1.

The contactor B and the relay P3 accordingly function to connect motor No. 1 and motor No. 2 in parallel relation for dynamic braking operation thereof. The dynamic braking circuit associated with motor No. 1 and motor No. 2 is not established however unless contactor B3 is picked-up. With the train traveling in excess of thirty-five miles per hour, however, the winding of the contactor B3 remains deenergized because the contact e of relay HSR2 controlling the energization thereof is not restored to its dropped-out or closed position until the speed of the train reduces below thirty-live miles per hour.

In view of the fact that the dynamic braking circuit is not established, as just pointed out, until the speed of the train reduces below thirtyfive miles per hour, the magnet Winding of the suppression magnet valve SV remains deenergized during the time that the train reduces from a speed in excess of eighty miles per hour to a speed below thirty-iive miles per hour.

Accordingly the suppression magnet valve SV is conditioned during such time to establish communication between the control pipe 52 and the brake cylinders 51 so that the brake cylinders are thus charged with fluid at a pressure corresponding to that established in the control pipe 52 to effect a corresponding degree of application of the'r fluid pressure brakes associated with the corresponding wheels of the train.

It will thus be apparent that the speed of the train is reduced due solely to application of the 

